Oiling system for vertical multiple-cylinder internal-combustion motors.



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A. P. BRUSH.

OILING SYSTEM FOR VERTICAL MULTIPLE CYLINDER INTERNAL COMBUSTION MOTORS. APPLICATION FIL'ED DEC. I9. I913.

1,177,012. Patented Ma 28,1916.

. 22 24* Wit 615x966- law MM fidW ALANSON P. BRUSH, 015 DETROIT, MICHIGAN.

Specification of Letters Patent.-

Patented Mar. 28, 1916.

Application filed December 19, 1913. Serial No. 807,578.

T all whom it may concern:

Be it known that I, ALANSON P. BRUSH, a

citizen of the United States, residing at Detroit. in the county of 'Wayne and State of Michigan, have invented a certain new and positive circulation splash lubrication system for plural cylinder internal combustion engines which forms the subject matter of my prior Patent, Reissue No. 12,524. i

The principal object of this invention is to provide means whereby the driver of an automobile on which the motor is secured, may quickly increase or decrease the lubrication of the cylinders, and more or less nearly in proportion to the changing needs which result from varying the load; and to do this without sacrificing any of the advantages of the system disclosed in said prior patent.

The invention consists in the construction and combination of parts shown in the accompanying drawings hereinafter described and definitely pointed out in the appended claim.

In the drawing, Figure l'is a side elevation of an internal combustion'engine in which the present invention is embodied. Fig. 2 is a vertical transverse section on line 2-2 of Fig.1.

Referring to the parts by reference characters, 10 represents the crank case of the motor, and 11 the floor of said crank case.

12 represents an oil reservoir which may be located at any convenient point in a plane below that of the floor of the crank case; but is preferably formed integral i with-the crank case 'direc tly below said floor. The crank case is provided with a plurality of low vertical transverse walls 14 which extend a short distance up from the floor, so as to form as many oil pits15 as there are engine cylinders. The height of these partitions is not material so long as they are high enough to prevent theoil in said pits from flowing over them from one pit to another.

On one, and preferably on both side Walls of the crank case are the oil catching troughs 16 which, in the construction as shown are inclined downward toward the rear end of will be opened proportionately.

the motor.that is to say, the right end, as

shown in the drawing. This is preferable in the event that the engine is employed as the motor for an automobile.

17 represents the crank shaft, and 18 the connecting rods. Each connecting rod has a scoop 19 on its lower end, which, as the associated crank swings across the center at the bottom of its stroke, will dip into the oil of the associated pit, whereby this scoop will pick up more or less oil, depending upon the depth of the dip, and will throw or splash said oil into the associated cylinder and against the walls of the crank case above the troughs 16. This oil will run down into these troughs. The troughs are so placed and inclined that the oil splashed from any pit, will, by the associated trough, be delivered into the next pit behind it; and the oil splashed from the rearmost pit will be caught in its associated trough and delivered into the open passageway 20 which leads down from the crank case to the oil reservoir 12.

21 represents an oil pump which may be of any suitable construction, such that the driver may at will vary the rate at which he delivers oil, and this pump may be operatively connected by any suitable mechanism with the crank shaft of the motor. On its suction side this pump is connected by a pipe 22 with the oil reservoir 12, and on its delivery side the pump is connected by the pipe 23 with the front pit 15.,

In the pipe 22 is a valve 24, by which to restrict the effective area of the pipe, 22,

and thereby to vary the rate at which the pump may draw oil from the oil reservoir.

.The handle 25 of this valve may be connected to a rod 26 which may be extended up, andJ-be associated with suitable mechanism by which the driver may open and close the valve, as required. In the construction shown this rod 26 is shown connected with the throttle valve 27. This throttle lever is always connected by suitable mechanism with an opening lever (not shown) within the reach of the driver. The connection of these two valves should be such that they The throttle will always be opened as the load on the motor increases. The oil valve will be opened proportionately at the same time,

rapidly intov the front pit.

varies the rate of oil topics of this If the rate of delivery of oil to any pit does not exceed the capacity of the splashing device to splash it out, the rate of oil splash from any pit will equal the rate of oil delivery therefrom. Therefore, if one delivery to the initial pit, the rate at which oil is splashed from each pit of the series will, in a very short time, become correspondingly varied, and will come to be substantially equal to the rate of delivery to the initial pit. When therefore it is desired that the motor shall work effectively under a load, the operator opens the valve 24, and thereby he will increase the rate at which the pump discharges oil in the front pit. Within a few revolutions of the crank shaft the oil will be so distributed in the pits that the rate of oil splash from all pits will be alike, and will he the same as the rate of delivery of oil to the initial pit. When the engine is working under a light load, the capacity of the pump may be decreased, with the result that in a very short time the rate of .oil splash from each pit will correspond with this reduced rate of oil delivery to the front pit.

The described connection of the oil valve with the throttle valve relieves the driver of all necessity for paying any particular attention to the oiling system, since he necessarily opens the throttle valve as the load of the engine increases, and closes it as the load is decreased; although, obviously, this connection is not essential.

It has been stated that it is preferable to have the oil pass from pit to pit rearward, and to have the opening 20 from the crank case to the oil pit at the rear end of the motor. The principal reason for this preference is that, if the car he going up hill, the oil in the reservoir will flow toward the rear. Conceivably, the hill may be so steep that the oil from the reservoir may overflow rear partition 14, and so increase the'oil level in the rear pit. This will result in the delivery of more oil to the rear cylinder, and more than is necessary for its proper lubripatent may be obtained for five cents each, by addressing the Washington, D. 3.

cation; but this is not a matter of any great consequence, because, under the conditions stated, the motor is working under a heavy load, and therefore the pressure above the piston of the cylinder is so greatly increased that it will substantially prevent any undue quantity of oil from passing the piston and flowing up into the explosion chamber, there to be consumed. If, on the other hand, the parts were so arranged that the passage way 20 were at the front end of the motor, then the front pit might be flooded when the automobile was going. down a steep hill. Under such conditions the load on'the motor would he very light,-and therefore the cylinders would not only require less lubrication, but also the conditions would be such that there would be the minimum resistance in the explosion chamber of the front cylinder to the flow of oil up past the piston.

Having described my invention, I claim: In an oiling s stem for a vertical multiple cylinder internal combustion motor, the combination of a crank case in which is a horizontal floor extending-from one end of the crank case toa point near the other end, thereby dividing the crank case horizontally to form below said floor an oil reservoir, transverse walls rising from said floor and forming splash pits one for each cylinder,

means for delivering oil from the oil reservoir into the front pit of the series at the desired rate of oil circulation, inclined troughs upon the sides of the crank case arranged to deliver the oil splashed above said troughs in series from one splash pit to the adjacent one and from the last pit of the.

series into said oil reservoir through the opening between the end of the floor and the end of the crank case.

In testimony whereof, I hereunto aii'ix my signature in the presence of two witnesses.

'ALANSON P. BRUSH.

Witnesses:

E. B. GILCHRIST, L. I. PORTER.

"tiommlsaioner of JPatemta, 

